Turbo-boost control system

ABSTRACT

A system and methods for a turbo-boost control system are disclosed for providing a driver of a vehicle with greater control over vehicle performance. The turbo-boost control system instructs an electronic control unit of the vehicle to increase the manifold pressure to a higher level before releasing the pressure through a waste gate so as to provide a greater power output of the engine. The turbo-boost control system includes a control module, a wiring harness, and a signal adjuster. The wiring harness couples the control module with a turbo inlet pressure sensor, a manifold absolute pressure sensor, and an electronic control unit of the vehicle. The control module sends signals to the electronic control unit based on input readings from the turbo inlet pressure sensor and the manifold absolute pressure sensor. The signal adjuster includes a rheostat that enables manual adjustment of the power output of the engine.

PRIORITY

This application claims the benefit of and priority to U.S. patentapplication Ser. No. 16/664,702 filed on Oct. 25, 2019 and U.S.Provisional Application, entitled “Turbo-Boost Control System,” filed onOct. 26, 2018 and having application Ser. No. 62/751,426, the entiretyof said application being incorporated herein by reference.

FIELD

Embodiments of the present disclosure generally relate to the field ofvehicle control systems. More specifically, embodiments of thedisclosure relate to a turbo-boost control system and methods thatprovide greater control over the power output of turbocharged engines.

BACKGROUND

A turbocharger is generally a turbine-driven, forced induction deviceconfigured to increase the efficiency and power of an engine. Ascompared to a naturally aspirated engine, a turbocharged engine producesgreater output power because the turbine forces more air, andproportionately more fuel, into the engine's combustion chambers thanatmospheric pressure alone. As will be appreciated by those skilled inthe art, turbochargers were once referred to as “turbosuperchargers”when all forced induction devices were classified as “superchargers.” Atpresent, however, the term “supercharger” typically is used in referenceto only mechanically driven, forced induction devices, such as by way ofa belt, gear, shaft, or chain connected to the engine's crankshaft,whereas the term “turbocharger” is used in reference to a turbine drivenby the engine's exhaust gas. Turbochargers find wide use with truck,car, train, aircraft, and construction equipment engines. Turbochargerstypically are used with Otto cycle and Diesel cycle internal combustionengines; although more recently, turbochargers have also been found tobe useful with automotive fuel cells.

A drawback to many factory turbocharged engines is that, under factoryparameters, a vehicle's waste gate releases manifold pressure at a levelspecified by the vehicle manufacturer, thereby undesirably dropping theavailable power level of the vehicle. What is needed, therefore, is aturbo-boost control module capable of raising an amount of pressurewithin the engine's manifold to a higher level before releasing itthrough the waste gate, thereby maintaining more boost for when it isdesired.

SUMMARY

A system and methods for a turbo-boost control system are disclosed forproviding a driver of a vehicle with greater control over vehicleperformance. The turbo-boost control system is configured to instruct anelectronic control unit of the vehicle to increase the manifold pressureto a higher level before releasing the pressure through a waste gate soas to provide a greater power output of the engine. In an embodiment,the turbo-boost control system includes a control module, a wiringharness, and a signal adjuster. The wiring harness is configured tocouple the control module with a turbo inlet pressure sensor, a manifoldabsolute pressure sensor, and an electronic control unit of the vehicle.The control module is configured to send signals to the electroniccontrol unit based on input readings from the turbo inlet pressuresensor and the manifold absolute pressure sensor. The signal adjusterincludes a rheostat that is configured to enable manual adjustment ofthe power output of the engine.

In an exemplary embodiment, a turbo-boost control system configured toprovide a driver of a vehicle with greater control over vehicleperformance comprises: a control module configured to signal an increasein manifold pressure before releasing the pressure through a waste gateso as to maintain additional boost for an increased power output of theengine; a wiring harness configured to couple the control module with aturbo inlet pressure sensor, a manifold absolute pressure sensor, and anelectronic control unit of the vehicle; and a signal adjuster configuredto facilitate manual adjustment of the power output of the engine.

In another exemplary embodiment, the control module is comprised of oneor more microprocessors that can process input signals received from theturbo inlet pressure sensor and the manifold absolute pressure sensor.In another exemplary embodiment, the control module includes an internallookup table whereby turbo inlet pressure sensor and manifold absolutepressure sensor readings may be evaluated.

In another exemplary embodiment, the control module includes a rigidenclosure and an input socket. In another exemplary embodiment, theinput socket is configured to receive a signal connector comprising thewiring harness. In another exemplary embodiment, the input socketcouples the control module with turbo inlet pressure sensor, themanifold absolute pressure sensor, and the electronic control unit ofthe vehicle. In another exemplary embodiment, the rigid enclosure isconfigured to withstand an environment encountered within an enginecompartment of the vehicle.

In another exemplary embodiment, the wiring harness includes a cable, aturbo inlet pressure sensor connector, a turbo inlet pressure sensorharness connector, a signal connector, and a manifold absolute pressuresensor connector. In another exemplary embodiment, the turbo inletpressure sensor connector is configured to be coupled directly with theturbo inlet pressure sensor of the vehicle. In another exemplaryembodiment, the turbo inlet pressure sensor harness connector isconfigured to be coupled with the wiring harness that was originallycoupled with the turbo inlet pressure sensor. In another exemplaryembodiment, the signal connector is configured to be plugged into aninput socket comprising the control module. In another exemplaryembodiment, the manifold absolute pressure sensor connector isconfigured to be coupled with the manifold absolute pressure sensor ofthe vehicle for the purpose reading the air pressure within the enginemanifold.

In another exemplary embodiment, the signal adjuster comprises a cablethat extends from a controller connector to a rheostat. In anotherexemplary embodiment, the controller connector is configured to beplugged into a controller socket comprising the wiring harness. Inanother exemplary embodiment, the rheostat is configured to enablemanual adjustment of the power output of the engine. In anotherexemplary embodiment, the signal adjuster includes a control dialconfigured to be coupled with the rheostat to facilitate hand operationof the rheostat.

In an exemplary embodiment, a method for a throttle control system toprovide greater control over engine performance of a vehicle comprises:configuring a control module to signal an increase in manifold pressurebefore releasing the pressure through a waste gate for maintainingadditional boost for an increased power output of the engine;fabricating a wiring harness for electrically coupling the controlmodule with a turbo inlet pressure sensor, a manifold absolute pressuresensor, and an electronic control unit of the vehicle; and coupling asignal adjuster with a controller socket comprising the wiring harnessfor enabling manual adjustment of engine performance.

In another exemplary embodiment, configuring includes incorporating oneor more microprocessors that can process input signals received from theturbo inlet pressure sensor and the manifold absolute pressure sensor.In another exemplary embodiment, configuring includes providing aninternal lookup table whereby turbo inlet pressure sensor and manifoldabsolute pressure sensor readings may be evaluated. In another exemplaryembodiment, fabricating includes configuring the wiring harness to becoupled directly with the turbo inlet pressure sensor and the wiringharness that was originally coupled with the turbo inlet pressuresensor. In another exemplary embodiment, coupling the signal adjusterincludes coupling a control dial whereby power output of the engine maybe manipulated by hand.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings refer to embodiments of the present disclosure in which:

FIG. 1 illustrates an exemplary embodiment of a turbo-boost controlsystem configured to provide a driver of a vehicle with greater controlover vehicle performance;

FIG. 2 illustrates an exemplary embodiment of a control moduleconfigured to create an increase in manifold air pressure beforereleasing the pressure through a waste gate;

FIG. 3 illustrates an exemplary embodiment of a wiring harnessconfigured to electrically couple the control module of FIG. 2 with aturbo inlet pressure sensor and a manifold absolute pressure sensor ofthe vehicle;

FIG. 4 illustrates an exemplary embodiment of a signal adjusterconfigured to facilitate manual adjustment of the turbo-boost of thevehicle;

FIG. 5 is a graph illustrating manifold pressure readings by an enginecontrol unit of the vehicle with and without the turbo-boost controlsystem of FIG. 1 ; and

FIG. 6 is a block diagram illustrating an exemplary data processingsystem that may be used with a turbo-boost control system according tothe present disclosure.

While the present disclosure is subject to various modifications andalternative forms, specific embodiments thereof have been shown by wayof example in the drawings and will herein be described in detail. Theinvention should be understood to not be limited to the particular formsdisclosed, but on the contrary, the intention is to cover allmodifications, equivalents, and alternatives falling within the spiritand scope of the present disclosure.

DETAILED DESCRIPTION

In the following description, numerous specific details are set forth inorder to provide a thorough understanding of the present disclosure. Itwill be apparent, however, to one of ordinary skill in the art that theinvention disclosed herein may be practiced without these specificdetails. In other instances, specific numeric references such as “firstmodule,” may be made. However, the specific numeric reference should notbe interpreted as a literal sequential order but rather interpreted thatthe “first module” is different than a “second module.” Thus, thespecific details set forth are merely exemplary. The specific detailsmay be varied from and still be contemplated to be within the spirit andscope of the present disclosure. The term “coupled” is defined asmeaning connected either directly to the component or indirectly to thecomponent through another component. Further, as used herein, the terms“about,” “approximately,” or “substantially” for any numerical values orranges indicate a suitable dimensional tolerance that allows the part orcollection of components to function for its intended purpose asdescribed herein.

Factory turbocharged engines generally release manifold pressure at alevel specified by the vehicle manufacturer, thereby undesirablydropping the available power level of the vehicle. The embodimentsdisclosed herein provide a turbo-boost control system capable of raisingan amount of pressure within the engine's manifold to a higher levelbefore releasing it through the waste gate, thereby maintaining moreturbo-boost for greater power output of the engine.

FIG. 1 illustrates an exemplary embodiment of a turbo-boost controlsystem 100 that is configured to provide a driver of a vehicle withgreater control over vehicle performance. In the illustrated embodiment,the turbo-boost control system 100 includes a control module 104, awiring harness 108, and a signal adjuster 112. The turbo-boost controlsystem 100 generally is configured to instruct an electronic controlunit (ECU) of the vehicle to increase the manifold pressure to a higherlevel before releasing the pressure through a waste gate so as toprovide a greater power output of the engine. It is contemplated thatthe turbo-boost control system 100 is configured to provide a plug andplay installation without requiring a practitioner to modify orfabricate components. The components comprising the turbo-boost controlsystem 100 are discussed in greater detail herein.

FIG. 2 illustrates an exemplary embodiment of a control module 104configured to create an increase in throttle responsiveness of avehicle. The control module 104 generally is configured to instruct theECU to increase the manifold pressure before releasing the pressurethrough the waste gate so as to maintain additional boost for anincreased power output of the engine. The control module 104 may becomprised of one or more microprocessors that can process input signalsreceived from a turbo inlet pressure (TIP) sensor 52 and a manifoldabsolute pressure (MAP) sensor 58 of the vehicle (see FIG. 1 ). As willbe appreciated, the control module 104 may include hardware comprisingelectronic components on a printed circuit board (PCB), ceramicsubstrate or a thin laminate substrate, and include a micro controllerchip (CPU). Software may be stored in the microcontroller or other chipson the PCB, such as EPROMs or flash memory, so that the CPU can bere-programmed by uploading updated code or replacing chips. The controlmodule 104 preferably has a fixed programming, such as an internallookup table whereby TIP and MAP sensor readings may be evaluated.

As shown in FIG. 2 , the control module 104 includes a rigid enclosure116 and an input socket 120. The input socket 120 is configured toreceive a signal connector comprising the wiring harness 108, asdiscussed herein. The input socket 120 facilitates coupling the controlmodule 104 with the TIP and MAP sensors 52, 58 (FIG. 1 ) of the vehicle,as well as coupling the control module 104 with the ECU of the vehicle.Further, it is contemplated that the rigid enclosure 116 is configuredto withstand the environment encountered within an engine compartment ofthe vehicle for the purpose of protecting the internal circuitry of thecontrol module 104.

FIG. 3 illustrates an exemplary embodiment of a wiring harness 108configured to electrically couple the control module 104 with the TIPand MAP sensors 52, 58 (FIG. 1 ) of the vehicle, as well as coupling thecontrol module 104 with the ECU. The wiring harness 108 generallyincludes a cable 124, a TIP sensor connector 128, a TIP sensor harnessconnector 132, a signal connector 136, and a MAP sensor connector 140.As will be recognized, the cable 124 includes an exterior sheathconfigured to protect the cable 124 from potential damage due to nearbycomponents comprising the vehicle. The TIP sensor connector 128 isconfigured to be coupled directly with the TIP sensor 52 of the vehicle,while the TIP sensor harness connector 132 is configured to be coupledwith a TIP sensor connector 56 (see FIG. 1 ) of the wiring harness thatwas originally coupled with the TIP sensor 52. The signal connector 136is configured to be plugged into the input socket 120 of the controlmodule 104. The MAP sensor connector 140 is configured to be coupledwith the MAP sensor 58 of the vehicle for the purpose reading the airpressure within the engine manifold. Thus, the wiring harness 108effectively provide direct communication between the TIP and MAP sensors52, 58, the control module 104, and the ECU of the vehicle.

FIG. 4 illustrates an exemplary embodiment of a signal adjuster 112configured to facilitate manual adjustment of the power output of theengine. The signal adjuster 112 comprises a cable 144 that extends froma controller connector 148 to a rheostat 152. In the illustratedembodiment of FIG. 4 , the cable 144 includes an exterior sheathconfigured to protect the cable 144 from potential damage due to nearbycomponents comprising the vehicle. The controller connector 148 isconfigured to be plugged into a controller socket (not shown) comprisingthe wiring harness 108. The rheostat 152 is configured to enable apractitioner, such as the driver, to manually interact with the controlmodule 104 so as to control the power output of the vehicle. The signaladjuster 112 includes a control dial 156 configured to be coupled withthe rheostat 152 to facilitate hand operation of the rheostat. It iscontemplated that the practitioner mounts the rheostat 152 and thecontrol dial 156 in an advantageous location within the passenger cabinof the vehicle, such as a dashboard, and then routes the cable 144 tothe wiring harness 108. The practitioner then plugs the controllerconnector 148 into the controller socket to place the rheostat 152 intoelectrical communication with the control module 104. It is contemplatedthat, in some embodiments, the signal adjuster 112 may be omitted fromthe turbo-boost control system 100, thereby providing a fully automatedadjustment of engine power output of the vehicle.

FIG. 5 is a graph 160 illustrating manifold pressure readings by the ECUof the vehicle with and without the turbo-boost control system 100illustrated in FIG. 1 . The data plotted in the graph 160 are based onexperimental observations before and after installation of theturbo-boost control system 100 into a test vehicle. During operation ofthe system 100, the control module 104 continuously reads the MAP andTIP sensors 58, 52 individually and compares the readings against aninternal lookup table. The control module 104 then sends appropriatesignals to the ECU. As indicated in graph 160, if the measured manifoldpressure falls within a range specified in the lookup table, a highertarget manifold pressure is signaled to the ECU. It is contemplated,however, that the higher pressure is not to exceed factory vehiclelimits. Graph 160 shows, therefore, that the turbo-boost control system100 provides a desirable increase in turbo-boost as compared with theperformance provided by the factory ECU.

FIG. 6 is a block diagram illustrating an exemplary data processingsystem 600 that may be used with an adjustable turbo-boost controlsystem, such as the turbo-boost control system 100 to perform any of theprocesses or methods described herein. System 600 may represent adesktop, a tablet, a server, a mobile phone, a media player, a personaldigital assistant (PDA), a personal communicator, a network router orhub, a wireless access point (AP) or repeater, a set-top box, or acombination thereof.

In an embodiment, illustrated in FIG. 6 , system 600 includes aprocessor 624 and a peripheral interface 628, also referred to as achipset, to couple various components to the processor 624, including amemory 632 and devices 636-648 by way of a bus or an interconnect.Processor 624 may represent a single processor or multiple processorswith a single processor core or multiple processor cores includedtherein. Processor 624 may represent one or more general-purposeprocessors such as a microprocessor, a central processing unit (CPU),and the like. More particularly, processor 624 may be a complexinstruction set computing (CISC) microprocessor, reduced instruction setcomputing (RISC) microprocessor, very long instruction word (VLIW)microprocessor, or processor implementing other instruction sets, orprocessors implementing a combination of instruction sets. Processor 624may also be one or more special-purpose processors such as anapplication specific integrated circuit (ASIC), a field programmablegate array (FPGA), a digital signal processor (DSP), a networkprocessor, a graphics processor, a network processor, a communicationsprocessor, a cryptographic processor, a co-processor, an embeddedprocessor, or any other type of logic capable of processinginstructions. Processor 624 is configured to execute instructions forperforming the operations and steps discussed herein.

Peripheral interface 628 may include a memory control hub (MCH) and aninput output control hub (ICH). Peripheral interface 628 may include amemory controller (not shown) that communicates with a memory 632. Theperipheral interface 628 may also include a graphics interface thatcommunicates with graphics subsystem 634, which may include a displaycontroller and/or a display device. The peripheral interface 628 maycommunicate with the graphics device 634 by way of an acceleratedgraphics port (AGP), a peripheral component interconnect (PCI) expressbus, or any other type of interconnects.

An MCH is sometimes referred to as a Northbridge, and an ICH issometimes referred to as a Southbridge. As used herein, the terms MCH,ICH, Northbridge and Southbridge are intended to be interpreted broadlyto cover various chips that perform functions including passinginterrupt signals toward a processor. In some embodiments, the MCH maybe integrated with the processor 624. In such a configuration, theperipheral interface 628 operates as an interface chip performing somefunctions of the MCH and ICH. Furthermore, a graphics accelerator may beintegrated within the MCH or the processor 624.

Memory 632 may include one or more volatile storage (or memory) devices,such as random access memory (RAM), dynamic RAM (DRAM), synchronous DRAM(SDRAM), static RAM (SRAM), or other types of storage devices. Memory632 may store information including sequences of instructions that areexecuted by the processor 624, or any other device. For example,executable code and/or data of a variety of operating systems, devicedrivers, firmware (e.g., input output basic system or BIOS), and/orapplications can be loaded in memory 632 and executed by the processor624. An operating system can be any kind of operating systems, such as,for example, Windows® operating system from Microsoft®, Mac OS®/iOS®from Apple, Android® from Google®, Linux®, Unix®, or other real-time orembedded operating systems such as VxWorks.

Peripheral interface 628 may provide an interface to I/O devices, suchas the devices 636-648, including wireless transceiver(s) 636, inputdevice(s) 640, audio I/O device(s) 644, and other I/O devices 648.Wireless transceiver 636 may be a WiFi transceiver, an infraredtransceiver, a Bluetooth transceiver, a WiMax transceiver, a wirelesscellular telephony transceiver, a satellite transceiver (e.g., a globalpositioning system (GPS) transceiver) or a combination thereof. Inputdevice(s) 640 may include a mouse, a touch pad, a touch sensitive screen(which may be integrated with display device 634), a pointer device suchas a stylus, and/or a keyboard (e.g., physical keyboard or a virtualkeyboard displayed as part of a touch sensitive screen). For example,the input device 640 may include a touch screen controller coupled witha touch screen. The touch screen and touch screen controller can, forexample, detect contact and movement or break thereof using any of aplurality of touch sensitivity technologies, including but not limitedto capacitive, resistive, infrared, and surface acoustic wavetechnologies, as well as other proximity sensor arrays or other elementsfor determining one or more points of contact with the touch screen.

Audio I/O 644 may include a speaker and/or a microphone to facilitatevoice-enabled functions, such as voice recognition, voice replication,digital recording, and/or telephony functions. Other optional devices648 may include a storage device (e.g., a hard drive, a flash memorydevice), universal serial bus (USB) port(s), parallel port(s), serialport(s), a printer, a network interface, a bus bridge (e.g., a PCI-PCIbridge), sensor(s) (e.g., a motion sensor, a light sensor, a proximitysensor, etc.), or a combination thereof. Optional devices 648 mayfurther include an imaging processing subsystem (e.g., a camera), whichmay include an optical sensor, such as a charged coupled device (CCD) ora complementary metal-oxide semiconductor (CMOS) optical sensor,utilized to facilitate camera functions, such as recording photographsand video clips.

Note that while FIG. 6 illustrates various components of a dataprocessing system, it is not intended to represent any particulararchitecture or manner of interconnecting the components; as suchdetails are not germane to embodiments of the present disclosure. Itshould also be appreciated that network computers, handheld computers,mobile phones, and other data processing systems, which have fewercomponents or perhaps more components, may also be used with embodimentsof the invention disclosed hereinabove.

Some portions of the preceding detailed descriptions have been presentedin terms of algorithms and symbolic representations of operations ondata bits within a computer memory. These algorithmic descriptions andrepresentations are the ways used by those skilled in the dataprocessing arts to most effectively convey the substance of their workto others skilled in the art. An algorithm is here, and generally,conceived to be a self-consistent sequence of operations leading to adesired result. The operations are those requiring physicalmanipulations of physical quantities.

It should be borne in mind, however, that all of these and similar termsare to be associated with the appropriate physical quantities and aremerely convenient labels applied to these quantities. Unlessspecifically stated otherwise as apparent from the above discussion, itshould be appreciated that throughout the description, discussionsutilizing terms such as those set forth in the claims below, refer tothe action and processes of a computer system, or similar electroniccomputing device, that manipulates and transforms data represented asphysical (electronic) quantities within the computer system's registersand memories into other data similarly represented as physicalquantities within the computer system's memories or registers or othersuch information storage, transmission or display devices.

The techniques shown in the figures can be implemented using code anddata stored and executed on one or more electronic devices. Suchelectronic devices store and communicate (internally and/or with otherelectronic devices over a network) code and data using computer-readablemedia, such as non-transitory computer-readable storage media (e.g.,magnetic disks; optical disks; random access memory; read only memory;flash memory devices; phase-change memory) and transitorycomputer-readable transmission media (e.g., electrical, optical,acoustical or other form of propagated signals—such as carrier waves,infrared signals, digital signals).

The processes or methods depicted in the preceding figures may beperformed by processing logic that comprises hardware (e.g. circuitry,dedicated logic, etc.), firmware, software (e.g., embodied on anon-transitory computer readable medium), or a combination of both.Although the processes or methods are described above in terms of somesequential operations, it should be appreciated that some of theoperations described may be performed in a different order. Moreover,some operations may be performed in parallel rather than sequentially.

While the invention has been described in terms of particular variationsand illustrative figures, those of ordinary skill in the art willrecognize that the invention is not limited to the variations or figuresdescribed. In addition, where methods and steps described above indicatecertain events occurring in certain order, those of ordinary skill inthe art will recognize that the ordering of certain steps may bemodified and that such modifications are in accordance with thevariations of the invention. Additionally, certain of the steps may beperformed concurrently in a parallel process when possible, as well asperformed sequentially as described above. To the extent there arevariations of the invention, which are within the spirit of thedisclosure or equivalent to the inventions found in the claims, it isthe intent that this patent will cover those variations as well.Therefore, the present disclosure is to be understood as not limited bythe specific embodiments described herein, but only by scope of theappended claims.

What is claimed is:
 1. A turbo-boost control system for increasing poweroutput of an engine, comprising: a control module for interpretingsignals and communicating with an electronic control unit; and a wiringharness for communicating signals among one or more sensors and thecontrol module, wherein the wiring harness includes at least a turboinlet pressure (TIP) sensor connector configured to be coupled directlywith a TIP sensor of the vehicle, wherein the TIP sensor connector isfurther configured to be coupled with a TIP sensor harness connectorthereby replacing a connection between a vehicle's factory wiringharness and the TIP sensor.
 2. The control system of claim 1, furthercomprising a signal adjuster for enabling manual adjustment of the poweroutput.
 3. The control system of claim 2, wherein the signal adjusterincludes a rheostat for enabling the manual adjustment.
 4. The controlsystem of claim 3, wherein the signal adjuster includes a control dialto facilitate hand operation of the rheostat.
 5. The control system ofclaim 4, wherein the signal adjuster includes a cable extending from therheostat to a controller connector to be plugged into a controllersocket comprising the wiring harness.
 6. The control system of claim 1,wherein the one or more sensors include any one or more of a TIP sensor,a TIP sensor harness connector, and a MAP sensor.
 7. The control systemof claim 1, wherein the wiring harness comprises a cable, a TIP sensorconnector, a TIP sensor harness connector, a signal connector, and a MAPsensor connector.
 8. The control system of claim 7, wherein the TIPsensor connector is configured to be connected to the TIP sensor of thevehicle.
 9. The control system of claim 7, wherein the TIP sensorharness connector is configured to be connected to the TIP sensorconnector of the vehicle.
 10. The control system of claim 7, wherein theMAP sensor connector is configured to be connected to the MAP sensor ofthe vehicle.
 11. The control system of claim 7, wherein the signalconnector is configured to plugged into an input socket of the controlmodule.
 12. A method for a turbo-boost control system for increasingengine power output of a vehicle, comprising: installing a controlmodule onto the vehicle; plugging a signal connector of a wiring harnessinto an input socket of the control module; routing a cable of thewiring harness from the signal connector to one or more sensors onboardthe vehicle; and plugging one or more connectors into the one or moresensors, wherein the wiring harness includes at least a turbo inletpressure (TIP) sensor connector coupled directly with a TIP sensor ofthe vehicle, wherein the TIP sensor connector is further coupled with aTIP sensor harness connector thereby replacing a connection between avehicle's factory wiring harness and the TIP sensor.
 13. The method ofclaim 12, further comprising installing a signal adjuster within reachof a driver of the vehicle.
 14. The method of claim 13, whereininstalling the signal adjuster includes plugging a controller connectorinto a controller socket comprising the wiring harness.
 15. The methodof claim 14, wherein installing the signal adjuster includes mounting arheostat and a control dial within reach of the driver.
 16. The methodof claim 15, wherein mounting includes mounting the control dial and therheostat on a dashboard of the vehicle and routing a cable comprisingthe signal adjuster to the controller socket.
 17. The method of claim12, wherein plugging the one or more connectors includes coupling a MAPsensor connector comprising the wiring harness with a MAP sensor of thevehicle.
 18. The method of claim 12, wherein plugging the one or moreconnectors includes disconnecting a TIP sensor connector of the vehiclefrom a turbo inlet pressure sensor.
 19. The method of claim 18, whereinplugging the one or more connectors includes coupling a turbo inletpressure sensor harness connector comprising the wiring harness to theTIP sensor connector of the vehicle.
 20. The method of claim 19, whereinplugging the one or more connectors includes coupling a turbo inletpressure sensor connector comprising the wiring harness to the turboinlet pressure sensor.